nordberg-



(No M6661.) 3 sheetwsheen 1.

' B. V. NORDBERG.

GUT-OEE GEAR EOE ENGINES.

166.669.612. Patented sept. 6, 1667.

(No Mdl.) s sheets-sheet 2. B. V. NORDBERG.

GUT-OEF GEAR POR ENGINES. No. 869,612. ,z Patented Sept. 6, 1687.

:E //7///////////// ffzz/lwf-f m @WM (No Model.) 3 Sheets-Sheet 3.

B. V. NORDBERC'T. GUT-OEE GEAE EOE ENGINES.

No. 369,612. Patented Sept. 6, 1887.

" lullnm l "Imm y 1 y v 6 'wmse/y Mahl/07 INTTEE STATES PATENT OEETCE.

BRUNO V. NORDBERG, OF MILWAUKEE, VISCONSIN, ASSIGNOR OF ONEIIALF TO FRED L. HORNEFFER, OF SAME PLACE.

CUTHOFF GEAR FOR ENGINES.

SPECIFICATION forming part of Letters Patent No. 369,612, dated September 6, 1887.

Application filed February 24, 1887. Serial No. 229,649.

To @ZZ whom it may concern: 4

Be it known that I, BRUNO V. NOEDEERG, of Milwaukee, in the county of Milwaukee,and in the State of Visconsin, have invented certain new and useful Improvements in CutOtt Gear for Steam-Engines; and I' do hereby declare that the following is a full, clear, and exact description thereof.

My invention relates to cutoff gear for steamro engines, and will be fully described hereinafter.

In the drawings, Figure lis a side elevation of my invention. Fig. 2is a vertical central section on linex x, Fig. 3. Fig. 3 is a like secr5 tion on line y y, Fig. 1. Fig. 4. is a section on line w w, Fig. 3. Fig. 5 is a section on line z z, Fig. 2. Figs. 6, 7, and 8 are details of modiications of some of the features of my invention. Fig. 9 is avertical section of a modified 2o form of my device; and Fig. 10 is a section on line cv x, Fig. 9.

A is the stand which contains the valve and cut-oli". B is a rockshaft that has one bearing in the stand at a and the other in a sleeve,

A, that is screwed into `the stand at a. The eranlcarm B at the outer end of rock-shaft B is to receive the eccentric-rod, (not shown,) ywhile between its bearings the rocleshaft B carries a short sleeve, I), that has crank-arms 3o b b2, standing at obtuse angles to each other and forming a bell-crank, and to the outer end of each of these arms is pivoted a trip-lever, C, as shown best in Fig. 2, which trip-levers are held in position for engagement with tripstops q on the trip-frame C by springs c @,that

project up from the sleeve b.

rlhe upper arms, C2, of the triplever C are for tripping when the engine is properly at work; but to close the valve in case of accident 4o when the governor-arms drop entirely, I provide the trip-levers each with a lug, G3, and the trip-frame GAwith a lug, 0*,which latter,when the frame drops,will by contact with the lugs C3 trip both levers and permit the valve to close.

The frame C is suspended from the top of a sleeved hood or counterpoise, D, by a rod, D', and said hood loosely surrounds and is driven by sleeve E, that in turn surrounds and is supported by an upright stem, A2, of the stand 5c A. The connection is made between the driv- (No model.)

ing-sleeve Eand the hood by means of a sleeved wrist, d, which passes from sleeve E through a slot, d', in the fname ofthe hood D.

F F are elbowed governor-arms which are pivoted to the hood or counterpoise D at f, while their inner ends are toggled to lugs E on the sleeve E by linksf, so that when the arms are thrown out by the speed of the engine they will lift the hood or counterpoise In Figs. l and 3 I have shown the link f 6o as pivoted to the sleeve above the plane of the pivots of the governor-arms5but they may be connected to the sleeve below said plane,as in Fig. 6; and to provide for regulating the sensitiveness of the governorfarms I may t a 6 5 bushing, E2, in the lug E and pass 'the pivotbolt f2 eccentrically through after the lug has been straddled by the arms of the toggle f, that the distance of the pivot-bolt from the sleeve E can be regulated by turningthe bush- 7o ing. The set-boltj'3 is to secure the bushing when adjusted. The turning of bushing will slightly raise and lower the pivotfl; but this can be compensated for by adjusting the nuts d on rod D' to lengthen or shorten the 75 said rod.

G is the pulley-shaft that connects the sleeve E with the engine, and this shaft is connected with sleeve E by gearing G.

The lower portion ofthe cou nterpoise carries 8o suspended from its frame D an annulus, D3, and beneath the plane in which this annulus travels is hung a roller, II, on one end of an eccentric-shaft, H', that has its bearings in the upper portion of the stand A, and on its outer 8 5 end is secured a collar, H2, having a weighted arm, h, and stop-lug h', a pin, 7b2, that projects out from the frame serving to receive the arm h, as in Fig. l, or stop-lug t, as in Fig. 3, as the case may be.

Arranged below the tri p-levers and sleeve b are lifting-levers L, which connect the triplevers C with the hanger M, from which the valve N is suspended. These levers are pivoted in the stand A, and each has ahorizontal lug, L and a vertical lug, L2, beneath the plane of the axes of their pivots, the horizontal lugs for engagement with the hanger M and the vertical lugs to each receive an end of a spring, m, that is interposed between them roo are held apart by the spring m.

The hanger M has astem,M,which is screwthreaded von its lower end 4to take nuts M2, that confine a spring, M, on said stem M, and this spring, by pressure on the superjacent portion of the stand and nuts Mserves to close the valve N when its hanger is released bythe levers L. That portion of hanger M just above its stem M is made flat, as at R, and fits snugly in a well, It', in the stand, where it forms a piston, beneath which the air acts as a cushion to break the drop of@ the valves. Air is admitted to this well through ports R2 R3, which ports may be regulated in size by screwvalves, as shown at R.

In case of accident-such as the breaking of the pulley-belt-the falling of the governorarms F will permit the dropping of the counterpoise with its rod D and frame Cfar enough to bring the lug C* of frame C into contact with the lugs O3, when both of the levers C will be`tripped and the valve will be closed by its spring; and then, when the engine is to be again started,the arm h must be turned until the lug h abuts against the pin h2, when the eccentric H will lift the annulus D3 by means of the roller H. The trip-levers and lifting-levers may then be brought into engagement by oscillating the crank-arm B.

With my device, which may be used on any slide or one-valve engine, the eccentric need be set only slightly ahead of the crank, and it will cut oft' at any point in the piston-stroke.

It willbe observed,of course,that when the frame C is at its highest pointthe bolts g will cause the rapid tripping of the valves,and vice versa, and thus the stroke is shortened or lengthened as the governor-arms raise or lower the tripping-frame.

When the tripping mechanism is in the position shown in Fig. 2, thegovernor-arms are in that shown in Fig. 3, and the annulus Di is resting on the roller H, the eccentric-shaft H being turned so as' to carry the roller to its highest position, and as the said roller turns loosely on its spindle the annulus will revolve freely on it. The trip-frame C is now in itslowi est working position, andthe rocking of sleeve b will not bring the arms G2 of the trip-levers C into contact with either of the bolts q. Consequently the valve will remain full open until sufficient speed has been attained to raise the arms and the trip-frame, the valve-hammer M is supported alternately by the lugs L L of the right and left lifting-levers L L, for as the right-hand trip-lever C depresses the upper arm of the right-hand lifting-lever L and raises its lug L under the hanger M the lefthand trip-lever C will ease up on its liftinglever L and permit the spring m to depress its lug L. Now, when the speed attained causes the balls to fly apart and lift the frame C', the eccentric of the engine acts through arm B to dip the sleeve b to the right until the arm Cl l of the right-hand trip-lever comes into contact lever, and then when the arm B returns thel left-hand trip-lever C will have a like action on its side.

It is obvious that as the speed increases and the arms F separate,the trip-frame C will raise and trip with increased rapidity to cut off sooner in the piston-stroke.

If desired,the stops q may be dispensed with and the tripping may be done by the underhanging lips of the trip-frame; but the use of these stops is preferred, as they can be screwed in and out to nicely x the tripping-point. The top of the trip-frame is perforated to admit air above it to form a cushion to prevent bumping by the sudden rise of the frame.

As shown in Figs. 9 and 10, I may regulate the tripping by a hand-wheel instead of by an automatic governor.

Having thus fully described my invention, what I claim as new, and desirev to secure by Letters Patent, is-

1. The combination, with a cutoff valve, of trip mechanism, al counterpoise from which such trip mechanism is suspended, elbowed governor-arms pivoted to the counterpoise, a driving-sleeve, and links connecting theinner Ion ends of the governor-arms with the drivinglinks or toggles for connecting the inner endsv of said arms to lugs on the driving-sleeves, and mechanism wherebythe pivotsthat connect the links or toggles with the drivingwheel may be adj usted horizontally to regulate the sensitiveness of the governor-arms, as set forth.

4. The combination of the rock-shaft that connects the cut-off mechanism with the eccentric ofthe engine, a sleeve carried thereby having two crank-arms, angular trip-levers, lifting-levers adapted for engagement with the lower ends of said trip-levers, and a hanger from which the cut-off valve is suspended, adapted to engage arms of the lifting-levers, with a trip-frame counterpoise and governorarms connected substantially as set forth.

5. The combination of the trip-levers and their operating mechanism, the lifting-levers, springs for forcing the lower ends of the latter apart, and cushioned set-bolts for regulating IIO any accident to the governor the trip-frame isV allowed to fall below its normal working position.

8. The combination, with the counterpoise and its depending annulus, of the eccentricallyhung supporting roller, its shaft, and the Weighted arm thereof.

9. The combination, with the stand A, hav' ing stem A2, of a counterpoise D, elbowed governor-arms F, driving-sleeve E and toggles f', a trip-frame suspended from the counterpoise, trip-levers C, the rook-shaft and its crank-sleeve, lifting-levers L L, hanger M, spring M3, and the cut-off valve, as set forth.

10. The combination of trip -levers with valve and lifting-levers, the lifting-levers be ing independent of each other and of the valvestem, as set forth.

In testimony that I claim the foregoing I have hereunto set my hand, at Milwaukee, in the county of Milwaukee and State of Wisconsin, in the presence of two witnesses.

BRUNO `v. NORDBERG.

Vitnesses:

S. S. STOUT, MAURICE F. FREAR. 

